Automatic regulator



Feb. 21, 1939. A. L. BERGER AUTOMATIC REGULATOR Original Filed April 3. 1930 All 1% VIII/l4;

Patented Feb. 21, 1939 UNITED STATES 2,148,280 aurom'rrc nnenmroa Adolph L. Berger, Dayton,

Eclipse Aviation Corporation,-

Ohio, assignor to East Orange,

N. J., a corporation of New Jersey Original application April 441,351, now Patent No. ber 17, 1935. Divided 3, 1980, Serial No. 2,024,202, dated Decemand this application November 19, 1935, Serial No. 50,608

7 Claims. ((1121-38) This invention is a division of my co-pending application, Serial'No. 441,351, filed April 3, 1930,

now Patent No. 2,024,202, under the provision of the act of 1883 and relates to pressure regulators. Pressure regulators of the type embodied in the present application are particularly adaptable to controlling engines in accordance with the pressure conditions under which the engine operates, and one of the objects of the invention is to provide an improved regulator which is operable to control an internal combustion engine in accordance with the differential between an internal engine pressure and a predetermined pressure.

Another object of the invention is to provide a pressurev regulator in which the pressure responsive elements are arranged in a manner to permit them to be compactly housed.

Another object of the invention is to provide a pressure regulator in which two pressure responsive elements coast on a single control mem-' ber.

Another object of the invention is to provide a pressure regulator in which two pressure responsive elements are secured to the casing in a manner to be. cooperative with a single control lever that is interposed between them.

Another object of the invention is to provide an engine control in which the operation is performed in accordance with the absolute manifold pressure of the engine.

Another object of the invention is to provide an engine control that is responsive to the differential between an pressure exerted by a sealed bellows.

Another object is to provide an automatic engine control with a manually operable device that will enable the operator to readily change from an automatic control of the engine to a manual control of the engine. v Another object of the invention is to provide a pressure regulated engine control and a servomotor in a unitary @housing. v Other objects and features of the invention will be apparentfrom the following description and accompanying drawing in which:

1 Fig.1 is a diagrammatic showing 0! the improved regulator adapted to the control of a supercharged engine. Fig. 2 is an enlarged sectional view of the regulator. r

Figs. 3, 4 and 5 are fragmental sectional-views showing various positions of the control valves. Referring to Fig. 1 of the drawing, the improved regulator indicated generally at I0 is arranged to control the pressure of the air within an exhaust turbine nected to lever 30 at pivot 3|.

the intake manifold M of the engine l2 which is supplied to the carburetor l3 having a throttle valve l4. Air is supplied to manifold M by supercharger IS, the impeller l1 being driven by' l8 to which the exhaust gas 6 of the engine is supplied by manifold IS. The speedof the turbine l8 and the pressure within manifold M is controlled by a valve 2| which is adapted to open and close the relief pipe 22, it being understood that when valve 2| is in the 10 open position the gases may freely pass to the atmosphere through the pipe 22 and the speed of the turbine and supercharger will be reduced which in turn will reduce the pressure within the manifold ll. Valve 2| is connected to the pres- 15 sure regulator by levers 23, 24 and 25, lever 25 having one end connected to the supercharger operating plunger 21 and the other end connected to lever 28 which is pivotally secured to link 38 at 3|. Lever 28 is operated by control lever 32 20 through linkage 33 which is also adapted to rotate valve 34 by means of the short lever 36 con- Control rod 21 is connected to piston 38 (Fig. 2} and is adapted to move up or down in accordance with the pressure 25 applied to the piston. The regulator I0 is operated by any convenient source of pressure, such as the ordinary engine oil pump (not shown) by means of pipe 4| and the oil is returned to the engine oil supply by pipe 42. Throttle I4 and 80 valve 46 are controlled by hand lever 41 through rods 48 and 49. engine pressure and the In Fig. 2 the internal construction of the regulator is shown as comprising a casing 5| within which is housed a sealed bellows 52 and a bellows 35 58 whichis connected to the intake manifold II by means of pipe 54. Bellows 52 may be sealed with any desired pressure or may be completely evacuated and is secured to the casing by bolts 56. Bellows 53 is of the same general construction as 40 the sealed bellows, but as before stated, has its interior connected to the engine manifold and is secured to the casing by bolts 51. Both bellows are in contact on opposite sides 01' lever 58 which is pivotally mounted on adjusting rod 59 at GI. 45 Lever 58 is adapted to move valve 54 and .will open the same when the lever is rotated in a counter-clockwise direction about its pivotal point 5|. Lever 58 is provided with enlarged portions 62 and 53, portion 82 being in contact with 50' the free. ends of bellows 52 and 53 andportion 3 being arranged between the flanges 65 which are secured to the valve operating rod 10. Liquid pressure is supplied from the engine oil pump (not shown) through opening 58 which communicates with cylinder 61 and cross-passage 68. R0- tatable valve 46, which is provided with a T- shaped opening 68, controls the flow of oil through passages II, I2 and 18 in accordance with its rotative position, and rotatable valve 84 controls the passage of oil through passage 12. Opening 18 is connected to the engine oil pump at all times by means of return pipe 42. Piston 38 is urged in a downward direction by spring 19 but may be urged in an upward direction by oil pressure within the cylinder 61. In Fig. 2 the control valves 84 and 46 are shown in the position they occupy in Fig. 1 wherein it may be noted that the throttle I4 is closed and valve 2| is in the open position. In this position of the valves the oil pressure from the pump will flow through passages 68, 1|, 69 and 18 to the outlet opening 18 and no pressure will be exerted on piston 88 which will result in assuming the position shown in Figs. 1 and 2.

If it is desired to control the pressure within manifold II by the automatic regulator, lever 41 is moved in a counter-clockwise direction, as viewed in Fig. 1, and will rotate valve 46 to the position shown in Fig. 3. In this position of the valve the sole communication between passage 68 and return opening 18 is through passages 8| and 82 which are controlled by the movable valve 64 which is shown in the open position in Fig. 3.

If it is desired to operate the supercharger manually, lever 82 is rotated in a clockwise direction which moves valve 34 to the position shown in Fig. 4, and it will be noted that movement of lever 82 will also result in movement of the exhaust valve 2| by means of levers 28 and 25.

The manual control of the supercharger may also be had in the closed throttle position, as is shown in Fig. 5, wherein the lever 41 has been moved to rotate valve 46 to the position it occupied in Figs. 1 and 2, and valve 34 is maintained in the same position that it occupied in F18. 4.

In the position for full automatic control, as shown in Fig. 3, an increase in the manifold pressure within manifold H will cause bellows 58 to expand and rotate lever 56 in a counterclockwise direction to open valve 64 which will relieve the pressure within the cylinder 61 and cause the piston to assume the position that is shown in Fig. 2. If the pressure within manifold II should decrease beyond a predetermined point as determined by the adjustment of rod 59, the bellows 58 will collapse and close valve 64, whereupon the pressure within 61 will rise and cause piston 88 to move upwardly to increase the speed of the supercharger i1 until the pressure within the manifold again reaches a value which is sufllcient to close the valve 64. It will be noted that the control of the pressure within manifold I I is in accordance with absolute pressure as both bellows 52 and 58 are subjected to the pressure of the surrounding atmosphere within the casing 5|, therefore, both bellows 52 and 58 are affected equally and there is no resultant force applied to lever 58 by variations in atmospheric pressure, It will thus be noted that the pressure supplied to the engine is independent of all atmospheric changes and may be maintained constant by a proper selection of bellows and that the engine may be made to run at any predetermined pressure depending upon the evacuation of bellows 52 and the adjustment of rod 58.

While a preferred embodiment of the invention has been illustrated and described, it is understood that this showing and description are illustrative only and that the invention is not regarded as limited to the form shown or described or otherwise, except by the terms of the following claims.

What I claim is:

1. In a control device for an engine having a manifold, a casing, a cylinder having a piston reciprocable therein, a pair of opposed collapsible bellows having their exteriors exposed to atmospheric pressure at all times each of which is fixed to the casing end wall, one of said bellows being sealed under a predetermined internal pressure and the other having its interior adapted to be connected with the manifold, a lever having one end fulcrumed in the casing and having its intermediate portion arranged between said bellows and in contact therewith, a conduit for delivering a supply of fluid under pressure to said piston, and a valve arranged at the other end of said lever-and operable thereby for controlling flow through said conduit.

2. In a control device for an engine having a manifold, a casing, a cylinder having a piston reciprocable therein, a pair of opposed collapsible bellows each of which is fixed to the casing in a manner to have its exterior exposed to atmospheric pressure at all times, one of said bellows being sealed under a predetermined internal pressure and the other having its interior adapted to be connected with the manifold, a lever fulcrumed in the casing and having a portion arranged between said bellows and in contact therewith, means for supplying fluid pressure to said cylinder, an outlet conduit from said cylinder, and a valve operated by said lever for controlling flow through said outlet conduit.

3. In a control device for an engine having a manifold, a casing, a cylinder having a piston reciprocable therein, a pair of opposed collapsible bellows each of which is fixed to the casing in a manner to have its exterior exposed to atmospheric pressure at all times, one of said bellows being sealed under a predetermined internal pressure and the other having its interior adapted to be connected with the manifold, a lever fulcrumed in the casing and having a portion arranged between said bellows and in contact therewith, means for supplying fluid pressure to said cylinder, an outlet conduit from said cylinder, a valve operated by said lever for controlling flow through said outlet conduit, and manually controlled means for by-passing fluid around said valve.

4. In a control device for an engine having an intake manifold, a pair of opposed collapsible cylindrical bellows of substantially the same diameter each of which has its exterior surface exposed to atmospheric pressure at all times. said bellows being aligned and having their respective remote ends secured to the casing, one of said bellows being sealed under a predetermined internal pressure, the other of said bellows having its interior adapted to be connected with the manifold, and means including a lever mounted between the adjacent movable ends of said bellows and actuated by the joint action of both bellows, said means being adapted to be connected to a part of the engine that is desired to be controlled.

5. In a control device for an engine having an intake manifold, a pair of opposed collapsible bellows of substantially the same surface area,

each of which has its exterior surface exposed to atmospheric pressure at all times, said bellows being aligned and having their respective remote ends secured to the casing, one of said bellows being sealed under a predetermined internal pressure, the other of said bellows having its interior adapted to be connected with the manifold, and means including a lever mounted between the adjacent movable ends of said bellows and actuated by the joint action of both bellows, said means being adapted to be connected to a part of the engine that is desired to be controlled.

6. In a control device for an engine having a manifold, a casing, a pair of opposed collapsible bellows secured within said casing in a manner to have their exteriors exposed to atmospheric pressure at all times, one of said bellows being sealed under a predetermined internal pressure, means adapted to connect the interior of the other bellows with the manifold, a lever plvotally secured to the casing and coactlng with the movable ends of both bellows, and means actuated by said lever for controlling the engine.

7. In a control device for an engine having a manifold, a casing, a bellows secured within said casing in a manner to have their exteriors exposed to atmospheric pressure at all times; one of said bellows being sealed under a predetermined pressure, means adapted to connect the interior of the other bellows with the manifold, a lever pivotally secured to the casing and coacting with the movable ends of both bellows, and means extending through the casing and operable from the exterior of the casing for adjustably moving the pivotal axis of the lever.

ADOLPH L. BERGER.

pair of opposed collapsible 

